Car-coupling



(No Model.)

. T. A. GRIFFITH.

GAR COUPLING.

No. 552,245. Patented-D55. 31, 1895.

Willa/Lewes: /rgm NITED STATES TIIoMAS A. GRIFFITH, or KANSAS oITY, MISSOURI.

cAR-coFUPLlNe.

SPECIFICATION forming part of Letters Patent No. 552,245, dated December 31, 1895.

Application tiled March 22, 1895.

To all whom t may concern:

Be it known that I, THOMAS A. GRIFFITH, of Kansas City, Jackson county, Missouri, have invented certain new and useful Improvements in Car-Couplers, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming a part thereof'.

My invention relates to what are known as vertical-plane couplers, and conforms to the contour laid down by the Association of Master Oar-Builders.

My object is to eliminate all of the objectionable features of the above-named class of car-couplers. Below said objectionable features receive specific mention.

W'ith the vertical-plane couplers at present in use the guard-arm at one side of the draw-head sustains practicallyT all of the iinpact by contact with the open coupling jaw or knuckle of the opposing coupler, and consequently a great many couplers are broken in a short time. With the old style, or that at present in general use, having the hook portion of the coupling jaw or knuckle bifurcated, it is evident with two cars having their couplers in diiferent horizontal planes, and therefore having the point or line of resistance in the center, that the lower portion of one of said bifurcated coupling jaws or knuckles is in pulling strain with the upper portion of the mating or opposing coupler, therefore rendering both couplers more susceptible to breakage by providing only a comparatively weak connection.

The coupling jaws or knuckles of verticalplane couplers are very much weakened by having their hook portion bifurcated and provided with pin-holes for engagement with an ordinary pin and link. This arrangement also provides too much slack or play between the draw-heads, which sometimes results in the breakage of the connections when starting heavy trains.

I have found from a wide experience that about one-half of all the cars equipped with automatic couplers are useless as such when operated by brackets, rods, and chains applied to the ends of the cars, on account of the chains becoming detached or broken, or accidents bending the rods or brackets.

It will be apparent from the following de- Seriai No. 542.7%. (No model.)

scription, taken in connection with the appended drawings, that I obviate the objectionable features enumerated above. At the close of the description I append, in the form of claims, the features and combinations of parts which I consider new.

Referring to the said drawings, Figure l represents a plan View of a pair of verticalplane couplers inthe act of coupling. Fig. 2 is a horizontal sectional view with the coupling jaw or knuckle arranged operatively to receive the ordinary pin and link, which is also shown. Fig. 3 is a horizontal section with the couplingjaw or knuckle in its closed position and with the contiguous parts arranged operatively, one to permit and the other to force said coupling-jaw open in the direction indicated by the arrow to the position shown in dotted lines, same figure. Fig. 4 isa detail perspective view of said coupling jaw or knuckle. Fig. 5 is a vertical section taken on the line 5 5 of Fig. l and showing the coupling jaw or knuckle locked in its closed position.

In the said drawings, l designates a drawbar of the usual or customary construction, which terminates at its front end in an enlargement-or draw-head at one side formed with the usual guard-arm 2, and segmentally bifurcated, as at 3, to form the upper and lower walls 4 and 5, respectively. Projecting forward in the same vertical plane from said upper and lower walls at the side of the center opposite to that occupied by the guardarm 2 are bearing lugs or ears 6, which are provided with verticallyaligned circular openings 7. The segmental bifurcation 3 is struck from the axis of said openings. Outward of said openings the upper and lower walls are joined by the bridge-bar 8, so that the bifurcation 3 opens externally of the draw-head at the front end of the same and at one side of the same. The draw-head, at one side of the vcenter and contiguous to the guard-arm 2, is provided with a vertical rectangular opening 9, which intersects or is intersected by the segmental cavity 3, as clearly shown. Projecting upwardly from the drawhead at its junction with the draw-bar is the transverse rib l0, from which project forwardly the oppositely-disposed ears 11, in which is rotatably mounted a rod having a IOO dual funetion-viz.,the lifting of the lockingpin hereinafter described and the opening of the coupling jaw or knuckle, also hereinafter described. Said rod comprises the transverse body portion 12, which terminates at one end in the crank-arm 13, and at its opposite end is bent downward to form the handle 1% and inward to form the arm 15, said arm 15 projecting into the bifurcation 3, where it opens at the side of said draw-head, as clearly illustrated.

The coupling rod or knuckle comprises the hook portion or front end 1G and the rear or body portion 17. The hook portion corresponds in thickness to the draw-head, so that its upper and lower surfaces shall be flush or in the same plane as the upper and lower sides of the draw-head, while the rear or body portion 17 iits within the bifurcation 3, so that its upper and lower surfaces shall be contiguous to the inner sides oi' the upper and lower walls 4 and 5, respectively, of the drawhead. Said body portion is mounted pivotally upon the pin 1S, engaging the openings 7 of the lugs or ears G. The body portion, at its junction with the hook portion, is vertically enlarged or thickened, so as to form the forwardly disposed face 19 and the rearwardly-disposed elongated shoulders 2() and 21, which occupy the same horizontal plane as and are adapted to bear squarely against the transverse portions 22 and 23, respectively, of the front edges of the upper and lower walls et and 5 of the draw-head, said portions 22 and 23 being located at the center of the draw-head and connecting the guard-arm 2 at one end of the bifurcation with the lugs or ears 6. The rear or body portion of the draw-head is segmental in form, being struck from the axis of the pivot 18, and of radius slightly less than that of the bifurcation, so as to fit snugly therein when the coupling jaw or knuckle is in its closed position. Said rear or body portion also bifurcated to form the upper and lower arms 21 and 25, and said arms contiguous to the shoulders 2O and 21 are notched, as shown at 26 and 27, respectively, and at 2S and 29, respectively. As a result of notching said arms at 2S and 29, they are formed with and connected by a hook 30, which is grooved in its outer side, as at 31. lVhen said coupling jaw or knuckle is in its closed position, as shown at Fig. 3, the notches 2G and 27 thereof register with the rectangular opening J of the draw-head, and the hook SO occupies a position rearward of the bridge portion S connecting the upper and lower walls of the drawhead. In the bifurcation of the rear or body portion of the coupling jaw or knuckle an elongated wall or shoulder is formed, lyin in the plane of the shoulders 2O and 21, and said shoulder connects with a second shoulder 33, which extends at a suitable angle to the first-mentioned shoulder, and terminates at the inner end of the notches 28 and 29. At a certa-in point the arms 24 and 25 of the body or rear portion of the coupling jaw or knuckle are provided with vertically aligned pinholes 34.

35 designates a rectangular pin, which is provided at a suitable distance apart with and upper notch 3G and a lower notch $37. lt also provided with a head 38, which is laterally extended at one side, as at 30, so that when in operative position relative to the draw-head-that is, when engaging the vertical rectangular openin g thereof-said extension 39 shall overhang and rest upon the crank-arm 13 of the rod hereinbefore described. At its lower end said pin is provided with. a spring key or cotter 40, which is arranged so that when said pin is elevated it will come in Contact with the bottom of the draw-head at the same time that the notches and 537 register with the upper and lower arms, respective-l y, of the rear or body portion of the coupling jaw or knuckle, as shown in dotted lines, Fig. 5. lVhen said coupling jaw or knuckle is in its closed position, shown at Figs. 1 and 5, said pin also engages the rcgistering notches 2G and 27 of said rear or body portion, and therefore locks it firmly in such position.

lVhen it is desired to couple two d raw-heads embodying my invention, one of them occupies the position just described, while the other occupies the position shown in full lines, Fig. 1, and in dotted lines, Fig. To move said coupling jaw or knuckle from its closed position to the opened position shown, it is necessary to grasp the handle portion '.l-L of the rod hereinafter described andA swing it forward until the arm 15 moves to the position shown in Fig. 3. This movement at the same time causes the crank-arm to rise to the position shown in dotted lines, Fig. 5, and elevate the locking-pin a correspomliug distance, or until its limit of upward movement has been reached, and the notches 3G and 37 of said pin register with the notches 26 and 27 of the arms 211 and The said rod is n ow forced inwardly in the direction indicated by the arrow, Fig. 3, this operation, as will be readily understood, forcing the coupling jaw or knuckle to the position shown in full lines, Fig. 1, and dotted lines, Fig. il. The lockingpin remains elevated because the arms 24C and 25 of the coupling jaw or knuckle are in engagement with the notches 3G and 37. It is now manifest', whenA two of said couplers have their jaws occupying the relative positions described and shown in Fig. 1, that the closed jaw of one engages and pivotally operates the open jaw of the other, until the movement of said jaw is arrested by reason of the shoulders 20 and 21 coming in contact with the transverse portions 22 and 23 of the front edges of the draw-head. At the same time the corresponding portions of the other drawhead resist the impact or thrust of the shoulders 2O and 21 of its coupling jaw or knuckle. Therefore it is evident that the impact incident to the coupling of cars, particularly IOO IIO

freight-cars, with my improved coupling will not be borne by the guard-arm 2, but will be distributed equally upon both draw-heads in the line of draft at their center, where they are strongest. This construction obviates the objectionable feature rst enumerated, of most draw-heads of this class.

Immediately the notches 26 and 27 of the coupling jaw or knuckle register with the opening 9 of its corresponding draw-head, the locking-pin 35 by gravity descends to its original position, as shown clearly in Fig. 5, and locks said jaw or knuckle from further movement. It will be apparent by reference particularly to Fig. 5 that the coupling-pin is engaged by the rear or bifurcated portion I7 of the coupling jaw or knuckle, both above and below its center. Therefore it is manifest, should two couplers occupy different horizontal planes, and the lower portion of one coupling` jaw or knuckle engage the upper portion of the other, that the pulling-strain upon each' coupler is in direct longitudinal alignment with its draw-bar, so that the strain is equally distributed. It will also be observed that it will be practically impossible to injure or break the locking-pins because the jaws or knuckles engage them at two points above and below their centers. This construction, it will be Observed, obviates the second obj ectionable feature hereinbefore enumerated.

Vhen it is necessary to employ my improved coupler in connection with the ordinary pin-and-link coupling, or when it is necessary to connect two of my improved couplers by a pin and link, the coupling jaw or knuckle is moved pivotally to the position shown in Fig. 2, where it will be observed that the jaw bears at its rear side outward of the pivot against the bridge portion 8 of the draw-head, and that the shoulders 32 and 33 extend approximately parallel with and transversely of the line of draft, respectively. The jaw or knuckle is locked in this position by means of the locking-pin 35,which is caused to engage the notches 28 and 29, registering with the opening of the draw-head. The link carried by the approaching draw-head enters between the arms 24 and 25 of the coupling jaw or knuckle, which thus form practically a second draw-head, provided with one side wall or shouider 32 and a rear wall or shoulder 33. If the coupling-link be too long, the shoulders or walls 83 will receive the impact therefrom and relieve the locking-pins of direct and forcible contact with said link. Said locking-pins, of course, sustain the impact at points above and below the center of the jaws or knuckles, as above described. With links of proper length, however, the forwardly-presented portions of the jaws or knuckles at the junction of the hook portions with the rear or body portions 17 will act as buffers, and the impact will be about equally distributed upon the locking-pins and the bridge portions 8. By this construction it will be apparent that I provide, as hereinbefore stated,

as described, which has the necessary'rotatable and pivotal movement, and which can be manipulated without intruding rany part of the operators body except his arm between the cars. This construction, it is apparent, obviates the fourth and remaining objectionable feature hereinbefore enumerated, although'it -is apparent that the usual rockshaft upon the end of the car, and the chain to connect the same with the coupling-pin, may be employed if preferred.

Slight changes in the detail construction and arrangement of the parts may be made without departing from the spirit and scope orsacrificing any of the advantages of the inventon.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is v l. A car-coupler, comprising a bifurcated drawhead provided with a vertical rectangular opening, a coupling-jaw or knuckle having a bifurcated rear or body-portion provided with vertically aligned notches which are adapted to register with the rectangular opening of the draw-head, a rectangular lockingpin engaging the opening of said draw-head and provided with notches at a distance apart corresponding to the distance between said notches of the bifurcated coupling-jaw or knuckle, and a rod rotatably and slidingly mounted upon the draw-head and provided with a crank-arm at one end which detachably engages the locking-pin, substantially as set forth.

v2. A car-coupler, comprising a bifurcated draw-head provided with a vertical rectangular opening, a coupling-jaw or knuckle having a bifurcated rear or body-portion having vertically aligned notches, which are adapted to register with the rectangular opening of the draw-head, a rectangular locking-pin engaging the opening of said draw-head and provided with notches at a distance apart corresponding to the distance between said notches of the bifurcated coupling-jaw or knuckle, and a rod slidingly carried and provided with an arm projecting into the bifurcated drawhead and against the outer side of said coup ling-j aw or knuckle rearward of its pivot, substantially as set forth.

3. A car-coupler, comprising a bifurcated draw-head provided with a vertical rectangular opening, a coupling-jaw or knuckle having a bifurcated rear or bodymportion, having vertically aligned notches which are adapted to register with the rectangular opening of the draw-head, and a rod rotatably and slid- IOO IIO

ingly supported, and provided at one end with a crank-arm detaehably engaging the locking-pin, and at the opposite end with an inwardly-projecting arni which engages the outer side of the coupling-jaw or knuckle rearward of its pivot, substantially as and for the purpose set forth.

'i. A car-coup1er, comprising a bifurcated draw-head provided with a vertical rectangular opening, a coupling-jaw or knuckle having a bifurcated rear or body-portion, having vertically aligned notches which are adapted to register with the rectangular opening of the draw-head, and provided also at one side with a groove, and a rod rotatably and slidingly supported, and provided at one end with a crank-arm detachahly engaging the locking-piu, and at its opposite end with an inward]y-projecting arm which engages the said groove of the coupling-jaw or knuckle rearward of its pivot, substantially as and for the purpose set forth.

5. A car-coupler, comprising a draw-head having a vertical rectangular opening, a

`guard-arm at one side, and bifurcated to forni an upper and a lower wall, and provided with a bridge-portion connecting said upper and lower walls at the front end and side opposite to that occupied by said guard-arm, a coupling-j aw or knuckle pivoted to said drm T- head inward and forward of said bridge-portion, and notched at the side of said pivot contiguous to the center of the draw-head7 to form approximately longitudinal and trans verse shoulders and upper and lower arnis, which are notched at one end of said transverse shoulder, and provided also with vertical] y aligned openings to receive an ordinary coupling-pin, and a locking-pin engaging the vertical opening of the draw-head and the notched portion of said couplingjaw or knuckle, and provided with a pair of notches which are adapted to receive at times the upper and lower arins of the said coupling-jaw or knuckle, substantially as set forth.

In testimony whereof I affix my signature in the presence of two witnesses.

THOMAS A. GRIFFITH.

Witnesses M. R. REMLEY, S. B. FALOR. 

